Carburetor



Aug. 279 1929. E, 1 MANNEN@ gzs CARBURETOR Filed Jan. 16. 1922 2 Sheets-Sheet 1 INVENTOR.

Aug 27, 1929 E. J. MANNING 1,726,358

CARBURETOR Filed Jan 16. 1922 2 Sheets-Sheet 2 Patented Aug. 27, 1929.

UNITED STAT-EIS ELMER J. MANNING, OF JANESVILLE, WISCONSIN'.

CARBURETOR.

Application filed January 16, 1922. Serial No. 529,403.

This invention relates to improvements in carburetors. l

It is an object of this invention to provide a novel'carburetor structure in which the' throttle valve will be placed at the inlet to the mixing chamber and will oo-operate with a special atomizing device to promote the complete atomization of the fuel.

It is a further object of this invention to provide means distinct from the atomizing mechanism for apportioning correctly, the amount of fuel to be mixed with air admitted to the mixing chamber for the production of a suitable combustible mixture. More speciically it is an object of this invention to control the apportionment of fuel by means of a special -chamber'for the regulation of depression, said chamber being interposed between the mixing chamber and the source of fuel supply, and in communication with the inlet of the carburetorexterior to the throttle valve.

It is a further object of this invention to provide novel and effective means for securing the atomization of all fuel delivered to the carburetor from the source of fuel supply, regaidless of variations in .engine performance during the period of fuel admission, provision being made also for reatomization of fuel condensed upon the walls of the mixing chamber or manifold.

It is a further object of this invention to4 minimize momentum effects, both in the fuel and in the air, whereby the supply of combustible mixture furnished by a carburetor embodying this invention, may Aaccurately correspond to the requirements of the engine at any given moment.

It is a still further object of this invention to provide simple-and effective and easily adjusted Vmeans for regulating a carburetor elnbodying this invention, for the purpose of adapting it to lmeet the requirements of different types of engines, with which it may be desired to associate the carburetor.

In the drawings Figure 1 is a view representing a carburetor embodying this invention in partial vertical section, the float chamber' being shown largely in elevation.

Figure 2 represents a horizontal section taken on line 2-2 of Figure 1'.

Figure 3 is an elevation of that-portion of the carburetor which includes the mixing chamber, showing that' face of the mixing chamber which is adapted for attachment to the loat chamber unit.

Figure 4 is an elevation of the float chamber unit showing that face of said unit which 1s attached to the face of the mixing chamber unit shown in Figure 3.

Figure 5 is a detail view of the metering plate adapted to be interposed between the adiacent faces of the units shown in Figures 3 and 4, when the carburetor is assembled;

Figure 6 is a detail view similar to Figure 4 showing in a vertical section taken on line 6--6of Figure 1, the series of passages which form a part of the fuel controlling mechamsm.

Figure 7 is a detail sectional view taken on line 7 7 of Figure 1.

Figure 8 is a detail perspective View of the speclal atomizing device which I associate .with the throttle valve of my improved carburetor.

Like parts are identified by the same reference characters throughout the several views. In describing the carburetor illustrated in the vaccompanying drawing, I will first identif the more conspicuous elements therein, an will subsequently describe in detail the parts which make up and are associated with these elements.

The carburetor is preferably made up of two units, so constructed that they may readily be bolted together or separated. float chamber 10 of standard construction, associated with a block 11 comprises one of the units. In the block 11 is a series of fuel passages which will hereinafter be described. The second unit is built around a mixing chamber 14, to which airis admitted through an air inlet passage 17, in which a throttle valve 16 is disposed. An atomizing device 15 is associated with the throttle valve. Fuel is admitted to the mixing chamber through a suction regulating chamber 13, the walls of which may be integral with the walls of the mixing chamber 14. Interposed between the two units is an orifice plate 12, which is shown in Figure 5. y

The several elements above identified will now be described in detail.

As has been indicated above, the oat chamber 10 may be of any desired construction. It is shown as a standard element provided ,with a settling and screening chamber 20 in its base, to whlch the fuel supplyline may be attached by a nipple 21. The float 22 may be annular and may be connected operatively to the valve stem 23, in any desired manner. I am interested in the float chamber onl as a well recognized means for maintaining uel at a constant level.

Exterior to the float chamber within the block '11 is a series of bores or wells 24, 25 and 26. The relation of these wells to each other is best shown in Figures 2 and 6. It will be noted that well 24 is in communication through a duct 27 with the float chamber. This duct opens into the bottom or lower portion of said well. A. restricted passage 28 leads from well 24 into an enlarged passage 29, which opens into the larger well 26. This latter well is provided near its upper end with a Vent 30 by which it is maintained in communication with the atmosphere.

The several wells 24, 25 and 26 are closed at their upper ends by means-of plugs 31, 32 and 33 respectively. Carried by the plug 31 is a primary fuel metering device which preferably takes the form of a tube 35 which fits closely within the restricted lower portion of well 24 and' is provided with a small opening 35 of predetermined size, so disposed as to be slightly above the level at which fuel will be maintained in said well. Tube 35 is bodily interchangeable with similar tubes having orifices of different sizes and therefore serves the function of an adjustable valve without being subject to tampering.

The aperture 35 in tube 35, being located above the level of fuel in chamber 24, has a different coefficient of discharge from thaty which it would have if it were submerged. The central well 25 communicates with well 24 through a duct 36, which is preferably located atsubstantially the same level as the opening 35 so that fuel issuing from opening 35 will find a direct and non-'circuit-ous path to well 25. The well 25 is also in communication with well 24, and with well 26 through the passages comprising ducts 28 and 29. A

check valve 37 at the lower portion of well 25, however, controls the flow of fuel between well 25 and the communicating passages referred to.

It will be noted that well 25 is adapted to draw fuel in two ways: first, throu h the tube 35 and the ysmall opening 35' therein, and the duct 36; secondly, through the very restricted passage 28 or through the more openpassa'ge 29, these latter connections being controlled by the check valve 37. Within certain limits the orifice 35 will be adequate to supply to well 25 the proper amount of fuelto ensure the successful operation of the carburetor. The orifice 35 is of such a size as to operate efficiently throughout the range represented by the partially closed positions of the throttle valve. The check valve 37 under such circumstances operates as a loading valve and its weight prevents any liquid from being drawn into well 25 through the bottom thereof.

ited by the size of the passage 28 which affords communicationbetween the ioat chainber and the port controlled by valve 37. Where, however, there is a sudden load on the carburetor as hereinafter explained the necessary quantity of fuel is available in well 26. In the event that such load is placed on the carburetor and the fuel in4 well 26 becomes partially exhausted the supply in such well cannot be replenished from well 25 because of the presence of the check valve, and well 26 will consequently be filled only when a surplus quantity of fuel can flow thereto through passage 28.

Tt will be noted by reference to Figure 4 that the block 11 is provided at its sides with ears 40, which are provided with openings 41 through which bolts may be received to secure together the two units in which this carburetor is preferably constructed. That face of block 1 1 which appears in Figure 4 is preferably a plane face, in order that it may fit vthe corresponding face 42 of the casting which forms the wall of the suction regulating chamber 13. llt will be noted that this casting is likewise provided with ears 43, which register with ears 40 carried by the float chamber unit. i

In the face of block 11 there is formed a vertically disposed groove or recess 44, which is in communication through an opening 45 with the fuel well 25, the opening 45 being so disposed as. to be below the level of fuel in said well. When the two units of the earburetor are assembled, an orifice plate 12 is introduced between their adacent faces and is there vbound by the clamping pressure of bolts 47, which are inserted in the registering openings inthe ears 40 and 43. The orifice plate comprises simply a sheet of thin metal provided at its upper margin with a fiange 46,which is adapted to engage the upper horizontal surface of block 11. The plate is pierced by a plurality of openings which arepreferably three in number, and are here designated by the numerals 48, 49 and 50. These openings are disposed along the vertical median line of the plate and afford communica` tion, when the plate is in position, between the groove or recess44 in the first unit and the circular suction regulating chamber 13 of Cil ings 45, recess 44, chamber 13, and port 51, and the liquid has access from one side of this partition to the other through one or more of the apertures 48,49 and 50, depending on the height of the liquid behind theplate. Attention is called to the fact that these openings are graduated in size. The opening 48 which is located immediately above the fuel level in the first unit of this carburetor, as indicated by the dotted line in Figures 5 and 6 is the smallest of the three openings. Opening 50 which is farthest above the level of the fuel is the largest opening. The arrangement is such, that the amount of fuel which will pass through the plate 12 may be regulated by the size and position of the openings 48, 49 and 50 to correspond accurately to the requirements of various types of engines. For example, an engine may requirel an abnormal quantity of fuel to enable it to idle properly. To meet the needs of such anengine the opening 48 will be made comparatively larger than it would have to be if the carburetor were to be used with an engine of more normal characteristics in this particular. The amount of vacuum in the suction regulating chamber 13 is caused by means which will hereafter be described, to vary directly in proportion to engine s y eds.. Consequently there will be in this c amber, when the motor is idle, a very slight depression which may be barely sufficient to raise the fuel level in recess 44 to the height of the first and smallest opening 48 in plate 12. Thus for the engine chosen as an example, which requires excessive fuel for idling, the-hole 48 must be made comparatively large topermit sufficient fuel to pass therethrough to meet the engine requirements. The manner in which the sizes of openings 48, 49V and 50 in plate 12 may be predetermined to satisfy en# gine requirements under various conditions will readily be seen. It may even be advisable under some circumstances so to change the arrangement of these openings that opening 48 will lie the largest, opening 49 the smallest, andi opening 50 the intermediate size, or to adopt any other satisfactory arrangement.

Omitting for; the time being, a description of the means whereby the de ression within the chamber 13 is regulated, 1t need only bestated at this point that the fuel admitted to said chamber through the openings 48, 49 and 50 in plate 12, is allowed to flow therefrom through the port 51 adjacent thev lowest portion of the chamber. This ort is preferably downwardly inclined and rainsinto an annular well at the lower end of the mixing chamber 14. It will be noted that all condensation upon the walls of the mixing chamber or of the manifold will flow downwardly along such walls and will eventually reac the well 52 which is fed by port 51.

The well 52 is concentric to the air inlet to ly in Figures 1 and 8 of the drawings.

the mixing chamber. The air supplied to the carburetor enters through the tubular air inlet passage 17, where'it encounters `the throttle valve 16. This valve comprises a disk 16 which is rotatable upon a shaft 53. The disk is preferably equal in diameter to the inlet passage 17 and closely fitted thereto so that when the throttle valve is disposed transversely of said passage very little, if any air will pass said disk. When the valve is opened to any degree short of its wide open position, it will be encountered by the air which will be directed thereby toward two diametrically opposed sides of the passage. When the valve is wide open the air stream will be divided -into two equal parts thereby. As the valve is moved toward its closed position an increasingly large proportion of the air will pass the higher side of the valve and will be directed thereby against that slot 58 which is closest to the fuel inlet port 51. Set into said passage in such a manner as to be flush with the walls thereof, is a special atomizing device 15, which is shown in perspective in Figure 8. This device extends upwardlyinto the mixing chamber 14, in the manner indicated in Figure .1,v and forms the inner lwall of the annular' well 52. The atomizing device is simply a tubular shell with the portions 55 and 56 of its walls extendedaxially, upwardly, and turned inwardly at their tops to form the atomizing flanges 57, which serve as internal baflles in the air and mixture passage and appear clelajr- 1- rectly beneath each flange 57 is an extremely narrow slot or fuel orifice 58, which intersects the shell of member 15 at an angle to its axis, thereby forming arcuate cuts as shown. When the member 15 is in place, as

' shown in Figure 1, the lowest'portion of the slots 58 extends practically to the bottom of the well 52. It will be obvious that if the valve 16 starts to open, the first air admitted thereby will 4pass that portion of the valve which is farthest from the axis shaft` 53, and willthus be directed past the lowest portion of slots 58 to take up such fuel as is being delivered through said slots. If lthe valve is opened farther, an additional amount of'fuel will be supplied to the well 52 and will fill said well to an increased depth, thereby enabling the fuel to flow through the higher portions of slots 58. The additional air admitted to the mixing chamber through the valve thus opened, will likewise be further `distributed about the 'periphery of the valve and the arrangement is such, hat the air admitted will correspond accurate y to the fuel which flows through slot-s 58. The fuel delivered throu h slots 58 into the path of the air entering t e mixing chamber will be carried upwardly into the mixing chamber by the velocity of 'the air, but will not at first be completely atomized. It is the function of the flanges 57 to engage the air and fuel' and to serve as baffle plates to complete the atomization and create eddies which will tend to mix thoroughly the atomized fuel and air. It will be noted that the flanges 57 are peculiarly fitted for their function, and are adapted to cooperate efectively with the throttle valve 16, and the fuel delivery slots 58. Attention is again directed to the fact that all fuel which condenses upon the walls of the mixing chamber or manifold will be restored to the well 52, where it will join such fuel, as is being delivered through port 51 and will be reatomized by the same atomizing device which handles the newly supplied fuel. It will be observed that the baies 57 are in the same vertical or axial planes of the tube with the fuel orifices 58, and thus act eectively upon the atomized fuel and air. Furthermore, it should be noted that the tube is cut away intermediate the bafli'es to provide in axial planes intermediate the fuel orifices and bafll'es, lateral openings. These lateral openings serve to permit reintroductiong into the tube of any mixture which may be drawn downwardly by the depressed area immediately above the valve at its center.

When the throttle valve l16 is entirely closed, the engine with which this carburetor is used will be idling very slowly, since the valve will be disposed transversely of the inlet passagel'? instead of at an anglethereto, such air as leaks past the valve will not be directed by the valve toward either of the slots 58, thus, although the air enters at high velocity it will not be effect-ive to atomize the fuel which passes through said slots, this fuel will run down the walls of passage 17 and will collect upon the upper surface of the valve 16. I have found that it may be successfully atomized by providing a very small opening in the disk 16 and a tube 61 u on the upper-face of the disk with one end sllghtly elevated and positioned directly above one edge of the opening 60 and the other end opening close to the face of the disk so that the air rushing in through opening 60 will traverse the open end of, tube 61 and will draw into the lower end of said tube, the fuel which has collected upon the surface of disk 16. Obviously this jet of air will effechthe atomizing of fuel upon the disk.

The means by vwhich .the depression is regulated in chamber 13 includes a tube 62, which enters said chamber upon one side of its outlet port 51. The tube 62 extends downwardly to a shelf member 63 and thence transversely into the inlet passage 17, where it is provided with a specially constructed portion 64. The portion 64 of this tube has its upper sury face cut away, as indicated in Figure 1. The

locities past tube portion 64 as modified by the degree of` vacuum existing in the inletpas- Sage 17, exterior t-o the throttle Valve and by the relatively small amount of fuel, or fuel and air, passing through port 51. Due to the small size of port 51 there will be very little air which will actually pass through this tube 62. `Such air as does pass through this tube can escape from the pressure regulating chamber 13 into the mixing chamber 14, only by passing with the fuel through the port 51. Obviously at all normal engine speeds, this port will be'sealed by the fuel in the bottom of the chamber 13. v

At very low engine speeds, when throttle 16 is closed or practically closed, the difference in pressures between chambers 13 and 14 will be great andA any matter withdrawn from chamber 13 through port 51 will readily be replaced by airl admitted v through tube 62. Tests indicate, however, that if the disclosure herein is followed there will be suiicient vacuum in chamber 13 to draw thereto the fuel required for the adequate and proper carbuation of all air admitted to the mixing cham- Having described in detail the various elements, which constitute the -devices illustrated in the drawings, I will now explain the .mode of operation of the carburetor.

The Carburetor is, attached to an internal combustion engine'in the usual manner, the

the attachment of the carburetor to an intake manifold of ordinary construction. A fuel supply line is connected to the threaded tube 21 for the purpose of supplying fuel in the usual manner tothe float chamber 10. It will be understood that when the engine is cranked a certain degree of depression will be roduced in the mixing chamber 14. Unlike the ordinary carbureter, the device disclosed herein is not provided with a throttle valve be- 'tweenl the intake manifold and the mixing chamber. In a carburetor constructed in accordance with thev present'invention, the mixing chamber is in full communication at all times with the manifold, and is consequently subject at all times to whatever 'depression exists in said manifold. This fact is important for a number of reasons, one of which is that all atomization and vaporization of thefuel in the mixing chamber takesplace in a comparatively high degree of vacuum, and as is well known, the vaporization of any liquid is facilitated if it takes lace at sub-atmospheric pressures. Furthermore, the particular position of the throttle valve makes posmassue sible its advantageous co-operation with the atomizing device 15, by which all of the fuel passing through this curburetor is atomized. The mount of fuel admitted to the mixing chamber is accurately proportioned by other means in a manner hereinafter to be disclosed, and -it is therefore possible to use the single atomizing device illustrated.

.It Will be clear that due to the position of the throttle valve 16 in the inlet passage 17 adjacent the entrance to the mixing chamber, the operation of this valve will directly affect the depression existing in the mixing chamber and in the inlet passage. For example, if the valve is entirely closed While the internal combustion engine is in operation, the engine will be caused to idle and the depression in the mixing chamber Will be high, Whereas there will be a very slight degree of depression in the entrance passage 17. When the throttle valve is open to admit air to the mixing chamber, the depression therein Will be lessened, but a slightly. greater degree of depression Will exist in the entrance passage 17 which is thus afforded more complete communication with the mixing chamber and the inlet manifold. Atthe same time the increased air speed past tube portion 64 will increase the depression at the mouth thereof. It will be clear that When the engine is idling and little air is entering the mixing chamber, the vaporization of the fuel in the mixing chamber will be facilitated by the comparatively high degree of,` depression therein. On the other hand, when the engine is operating with a wide open throttle there will be a very great rush of air past the atomizing device 15, and the highly eiiicient operation of this device under such circumstances will obviate the necessity for vaporizing the fuel to produce a suitable combustible mixture.

The operationof the atomizing device 15, and the auxiliary device mounted upon the throttle valve itself, has already been dep V scribed, incidental to the description of the mechanicali details of theseparts. It will be remembered that such fuel as finds its way into the annular well 52, is delivered through -the peculiar slotted ports 58 into the path of streams of air, Iwhich in entering the mixing chamber, are directed across the ports 58 by the partially opened throttle valve 16. The fuel picked up by these currents of air is carried upwardly and strikes the vaporzing fanges 57, which promote the thorough atomization and mixture of the fuel with the air when the throttle valve is entirely closed. 'lhe high degree of depression existin in the mixing chamber 14 will draw air wit great velocity through the small o ening 60 in the disk 16', which comprises t e valve. This air will pass the mouth of the small tube 61 with an aspirating effect, therebydrawing through this tube such fuel as may have collected upon the upper face of the disk 16', and atomizing it for use in the engine.

Passing now to the means which control the rapidity with which fuel is supplied to the mixing chamber, I Will lirst take up the operation of the depression regulating device, which includes the tube 62 with its laterally projecting extension 64, and the suction regulating chamber 13 which is placed in communication by tube 62 with the inlet passage 17, exterior to the throttle valve 16. As has previously been noted, the small port 51 will not ordinarily be operative to communicate to chamber 13, the degree of depression existing in the mixing chamber 14, for the reason that fuel collecting in the bottom of chamber 13 and passing through said port will under ordinary circumstances seal the port and prevent the passage of air therethrough. While the flow of fuel through this port Will be greatly accelerated by the difference in pressure, which will exist between chambers 13 and 14, such flow cannot be so rapid as to affect materially the'degree of de ression in chamber 13, since any tendency for the depression in chamber 13 to be increased above that which exists in the inlet passage 17, Will be speedily relievedby the admission of air to chamber 13 through the tube 62.

From the foregoing, it must be obvious that the depression in chamber 13 bears a substantially constant ratio to the air flow by reason of the action of the air on the tube portion 64 and also by reason of the fact that the throttle valve, by which the rate of air flow is controlled, also affects the degree of depression existing in the inlet passage 17 which is wholly dependent u on the extent to which the throttle valve 16 as been opened. Thus, since the opening of the throttle valve also controls the amount of air admitted to the mixing chamber 14, it follows that the depression in chamber 13 is proportioned in a re-determined manner to thefamount of air admitted to the mixing chamber. It is also true in a general way, that the depression in chamber 13 bears a substantially fixed relation to the amount of fuel which will be caused to flow into said chamber, but it will be understood that this ratio is not absolutely constant, by reason of the yorifice plate and check valve carried by the first unit of this carburetor, Which modifies the flov7 of fuel to meet the abnormal requirements of the engine.

The three Wells 24, 25 and 26," and the various passages associated therewith have reviously been described. It will be reinem ered that fuel is 'admitted to these Wells from the float chamber throu h an opening 27, which communicates direct y with well 24, and from which the passages 28 and 29 lead to Wells 25 and 26. The level of fuel in the ioat chamf ber being maintained at the height of the dotted line in Figures 1, 5 and 6, it will be clear that the wells 24, 25 and 26 will normally be full of fuelat a corresponding level. As'to well 24, the portion thereof defined by tube 35, is obviously the operative portion. As soon, however, as depression exists in chamber 13it will be communicated from said chamber to the central well 25 through the opening in plate 12, and through 'the recess 44 and port 45. -Assuming that the depression in chamber 13 increases slowly through the gradual opening of the throttle valve 16, the ball 37 at the bottom of the chamber 25 will not be lifted and the fuel flow will come entirely through the small opening 35, and the passage 36. The fuel level in recess 44 will accordingly be raised by fuel entering through passage 36 to an extent determined by the depression therein, and the fuel will start to flow through the lowest opening 48 in the plate 12 to the chamber 13. The size of the opening 48 is so adjusted that this opening will deliver a suitable amount of fuel to chamber 13 responsive to depression in saidl chamber, which is barely sufficient to raise the height of fuel behind plate 12 toA cover opening 48. The amount of fuel s o delivered will', of course, be accurately proportioned to the amount of air passing through the inlet passage 17, so that with such air the fuel drawn through opening 48 and delivered to the mi x' ing chamber will form a suitable combustible mixture. When the depression is increased in the chamber 13, as it will be when more air is admitted to the mixing chamber 14 the level of fuel behind plate 12 will be raised suiiciently to cause the fuel to flow through the opening 49, thereby adjusting the suppl of fuel to the air flow and the requirements o the engine.- Likewise, when the throttle valve is more widely opened, port 50 will become active in delivering fuel to the regulating cham-fVV ber 13. It must be clear'in view of.I this explanation, that by changing the relative sizes and positions of the ports-48, 49 and 50,.;1-"in plate 12, it is possible to vary to any desired extent the proportionate amount of fuel which will be delivered to the mixing chamber responsive to any given throttle valve opening. V

Assume now that the throttle valve instead of being opened gradually, is opened sudden- 1y to admit a great quantity of air to the mixing chamber 14. In theordinary carburetor, the sudden opening of a throttle valve in this manner will result in the admission tothe motor of large uantities of air unmixedA with fuel, whereby t e motor will be caused to miss, and cough. In the present device, however, the sudden opening of the throttle valve will result in the immediate communication to chamber 13 of an increased'depression, thereby tending to raise the level of fuel in the recess 44, behind plate 12. The opening 35 and the passage 36 will prove insufficient through the small passage 28, but most of it.

will come fromfthe well 26, which constitutes a reservoir open to atmospheric lpressure through the vent 30, an the fuel which is consequently available at ll times to meet the' sudden and increased demand, which will result when a load is suddenly placed upon the carburetor by a quick operation of thethrottle valve. In thls manner, I have provided an immediately available supply of reserve fuel which can instantly be delivered to the mixing chamber when the throttle valve is suddenly opened.

In the ordinary carburetor, when the throttle valve is suddenly closed, there is a tendency-for the engine to become choked, due to the inertia of the fuel, whereby it tendsto continue to flow in comparatively great quantities to the mixing chamber. I have found that suc-h inertia effects are substantially nulliied in the use of this improved carburetor, by reason of the provision of plate 12 and the three wells 24, 25 and 26, each of which has a large air space at its upper end. The orifice plate 12 is extremely thin and opens into a large chamber. Thus'the fuel passing through this plate does not acquire momentum to the same extent as it would in passing through a jet or tube, as it does in the carburetor of ordinary construction. Furthermore, even tho the fuel should enter at three wells 24, 25, and 26 with considerable momentum (as when the throttle is suddenly opened)- the presence of the air chambers at the top of each well tends to absorb the momentum of the fuel and air ofthe momentary accumulation of the fuel in said wells, until the momentary tendency of the carburetor to v'reason that its function can most readily be made clear in connection with thisdiscussion of the operation of the carburetor. The tube 62 is preferably provided with a valve in the manner shown in detail -in lFigure 7. This valve may comprise a plate 66 cut away 'at 67, and normally maintained by spring 68 in such a position that the aperture 67 registers with'the opening through tube 62. -The plate 66, however, is provided with extended arms 69, by means of which the plate may be actuated to close wholly the tube 62. -When the tube is so closed and communication between chamber 13 and the inlet passage 17 is wholly mendously built up, due to the continual flow of fuel from chamber 13 through port 51 in response to the vacuum within the mixing chamber. Obviously the great increase of depression in ,the regulating chamber 13 will result in an immediately increased iiow of fuel into said chamber, and thence to the mixing chamber. Thus the valve, which here is shown in the form of the plate 66, servesthe purpose of a choke valve, such as is found in the ordinary carburetor, but it is particularly to be noticed that in the carburetor of my invention that the choking process is not performed by closing the air inlet to the mixing chamber. The supply of fuel deliveredto the mixing chamber can be greatly increasedl at i any time, independently ofthe amount of air admitted to said chamber.

From the foregoing description of the several elements which make up the carburetor of my invention together with their function and operation, it will be clear that the device shown and ldescribed herein is designed to operate in a way to satisfy all the objects herein mentioned.

I claim z- 1. In a carburetor, the 'combination with a mixing chamber and an air passage of reduced diameter in communication therewith, of an atomizing device having an arcuately curved wall comprising an extension of said passage into said chamber and provided with a slot starting at approximately the level of the lower portion of said chamber and having a portion extended laterally and vertically, gether with means for delivering fuel to the lower portion of said chamber, whereby fuel at different levels in the lower portion of said chamber will flow through laterally offset portions of said slot into different portions of the air stream entering said chamber through said passage and said device.

2. In a carburetor, the combination with a mixing chamber, an air inlet passage therefor, and a-constant-level source of fuel sup-1` ply; of a regulating chamber having a plu# rality of ports at predetermined levels above the level of fuel at said source and in communication through said ports with said source; a duct leading from said regulating chamber to said mixing chamber and disposed for! gravity delivery of fuel toward said mixing chamber from said regulating chamber; a valve controlling air flow through said inlet passage and a conduit affording communication between said passage exterior p to said valve and a portion of said regulating chamber for creating in the latter a depression proportional to the depression in said passage lnaterially higher than said duct.

3. In a carburetor, the combination with a mixing chamber and an air inlet passage leading thereto, of an atomizing device associated with said chamber, a fuel duct leading to said atomizing device and including a regulating chamber having orifices at different levels therein, said regulating chamber being arranged for gravity delivery of fuel to sai mixing chamber, a constant level source of fuel supply in communication with said regulating chamber through said orifices, and

means structurally independent of said duct p for producing depression in said regulating chamber generally proportioned to air flow 1n level of the lower portion of said chamber and y thence extending laterally and upwardly in both directions about said chamber, whereby fuel accumulating in said chamber externally of said device will be fed through said slots to portions of said air stream varying in circumferential extent in proportion to the depth of fuel in the lower portion of said chamber.

5. In a carburetor, a mixing chamber, an air passage of reduced diameter in communication therewith, and a tubular atomizing der-- vi'ce comprising an extension of said passage into said chamber and provided with arcuate slots at approximately the level of the lower portion of said chamber, said devicebeing provided with arcuate axial extensions having inwardlyturned upper margins, said slots being adapted to deliver fuel to air entering through said passage and said inwardly turned margins being adapted to act as baffles to ensure the thorough mixing of said fuel with the air.

6. In a carburetor provided with a mixing chamber and an air inlet passage opening into the bottom of said chamber, an atomizing-device provided with a tubular body portion adapted to fit into said air inlet passage, and to constitute a continuation of the walls of said passage into the mixing chamber, whereby a well is formed in the mixing chamber exterior to the atomizing device, a throttle valve mounted for rotation within said inlet passage upon an axis transverse thereto, whereby said valve when open will direct the air admitted therethrough against opposite sides of said tubular atomizing device, and means for directing the delivery of fuel from said well through said atomizing device to oints in the path of the air admitted through said throttle valve.

7. In a carburetor provided lwith a mixing chamber and with an air inlet passage communicating therewith,'the combination with a throttle valve disposed in said passage and movable about a pivot to direct against a wall of the passage air admitted therethrough, of a sleeve of smaller diameter than said chamber constituting an extension therein of said passage and slotted adjacent the lower portion of said chamber, the slot being disposed in that portion of the sleeve toward which air is directed by said valve, and said slot having its lowest portion disposed directly opposite that part of said valve having the maximum movement about said pivot.

8. In a carburetor, the combination with a mixing chamber, an air passage leading to said chamber, .and a constant-level source of fuel supply; of a regulating chamber interposed between said source and said mixing chamber and provided with a series of fuel 'inlet ports at Various levels above the normal level of fuel at said source, a first duct affording communication between said source andsaid ports, a second duct leading from 'a point of saidrregulating chamber lower than any of said ports to said mixing chamber, a sleeve in said mixing chamber constituting an extension of said passage and providing a well adapted to receive fuel from said second duct and from the walls of said mixing chamber, said. sleeve being provided with a port for fuel delivery from said well to the path of air through said sleeve,'a valve in said passage controllingair flow through said sleeve, and a tube affording communication between said passage exterior to said valve and aE point in said regulating cham-A ber above the level of said second duct.

9. In a carburetor provided with a mixing chamber, an air inlet passage leading thereto, and means for supplying fuel at a constant level, the combination of a valve controlling the passage of air through saidl inlet passage, an atomizing device adapted to deliver fuel into the path of said air and to effect the atomization of said fuel, a suction regulating chamber interposed between said fuel supply means and the atomizing device, a plate at the entrance to said chamber provided with apertures of predetermined sizes and location relative to the level of fuel behind said plate, and means 'for putting said regulatin chamber into communication with the air in et passage exterior to the throttle valve, whereby variations in .pressure within said passage will be transmitted to said chamber and will affect the entrance of-fuel to said chamber through the apertures aforesaid. f v

10. In a carburetor provided with a mixing chamber, an air inlet passage leading thereto, and a device adapted to supply fuel at a. constantlevel, an atomizing device within said mixing chamber and adapted'to form, with said mixing chamber, an annular fuel well, a pressure regulating chamber interposed between said well and said fuel supply device, and adapted to drain into sald well, means for controlling the flow of air through said inlet passage, and a tube leading from said passage exterior to said air controlling means to said pressure regulating chamber and terminating at a point above the bottom of said chamber.

11. A -carburetor .including two units, means within one of said units for supplying fuel at a constant level, a mixing chamber in the other of said units, a throttle valve controlling the admission of air to said mixing chamber, a pressure regulating chamber in communication with that portion of the carburetor exterior to the throttle valve, and a perforated plate interposed between the first and second units of the. carburetor andfconstituting one wall of said pressure regulating chamber, the perforations of said plate being of predetermined size and position relative to the level of fuel maintained in said first unit, whereby the amount of fuel delivered from said first unit to said second unit responsive to given pressures in said pressure regulating chamber may be controlled to meet the requirements of any type of motor.

12. In a carburetor, a mixing chamber, asuction regulating chamber draining into said mixing chamber, a perforate plate forming one wall of the suction regulating chamber," means for maintaining a constant level of fuel behind s'aid plate in predetermined relation to the perforations therein, and means for varying the pressure in said suction regulating chamber in approximately the proportion of variation in the rate of air flow to said mixing chamber.

13. In a carburetor provided with a mixing chamber and an air passage leading thereto, the combination with means for supplying fuel to the mixing chamber, of a valve in said passage and adapted to control the admission of air to the chamber, said valve'being apertured, and an atomizing device mounted upon said valve in association with the aperture therein and providing an inclined duct opening immediately above said aperture at one end and substantially at the face of said valve at itsother end, whereby air passing said aperture will draw through said duct fuel accumulating on the surface of said valve for the atomization thereof.

14. In a carburetor provided with a mixing chamber, fuel supply connections and means for regulating the fuel admitted to the mixing chamber through said connections to correspond to the normal requirements of a motor; the combination of a plurality of l portional to t `ply, -a regulating chamber formed in one of said units and provided with a removable plate constituting one wall thereof, a first duct adapted to drain said regulating chamber into said mixing chamber, a second duct in communication with said regulating chamberextending into said passage and formed to be acted upon with 'an aspirating el'ect by air traversing said passage, a valve controlling air How through said passage and disposed between the opening of said second duct and said mixing chamber, and a third duct leading *from said source to said plate exterior to said regulating chamber, said plate being provided with vertically spa-ced ports of predetermined sizes above the normal level of fuel at said source.

16. In a carburetor, the combination with a mixing chamber having a well in its bottom and an air passage extending past said well into said chamber and provided with a throttle valve2 cfa regulating chamber arranged for gravity delivery to said well, means for supplying 'fuel to said regulating chamber, a Pitot tube extending into said passage and communicatin with said regulating chamber.

17. In a car uretor, the combination with a mixing chamber having a well in its bottom and an air passage extending past said well into said chamber and provided with a throttle valve, of a regulating Ichamber arranged for gravity delivery to said well, means for supplying nel to said regulating chamber, a

Pitot tube extending into said passage and` communieating with said regulating chamber for creating in thev latter a depression proportional to the depression in said passage, and a slide valve interposed between said Pitot tube and said regulating chamber and adapted quickly to cut oli communication therebetween, whereby said regulating chamber may become directly subject to depression existing in said mixing chamber and relatively increased quantities of 'fuel may be discharged by gravity into said well.

18. In a carburetor, the combination with a mixing chamber having a well in its bottom and an air passage extending past said well into said chamber and provided with a throttle valve,`gof a regulating chamber arranged for gravity delivery to said well, means for supplying fuel to said regulating Pitot tube extending into said passage and communicating with said regulating .chamber for Creatin in the latter a depression proe depression in said passage, said well being. separated from saidpassage by a baille wall extending upwardly into said chamber, and a valve in said passage mounted for oscillation intermediate saidba'iile wall and said Pitot tube in said passage, said valve chamber, a..

being arranged to direct air in the direction of said baie wall.

19. In a device of the character described, the combination with a carburetor having an air passage extending substantially vertically vtherethrough and provided with a mixing chamber comprising an enlargement of the inlet portion of said air passage, of an atomizing device applied centrally to said mixing chamber and formed to deline an area through which fuel in the lower portion of said chamber must flow to reach an air stream admitted lthrough said passage, a regulating chamber constructed at the side of said mixing chamber above said lower portion and provided with a port arranged for gravity delivery from the bottom of said regulating chamber into said lower portion.

20. In a device of the character described, the combination with a carburetor having an air passage extending substantially vertically therethrough and provided with a mixing chamber comprising an enlargement of the inlet portion of said air passage, of an atomizing device applied centrally to said mixing chamber and formed to denne an area through which fuel in the lower portion of disposed 1n the inlet portion of said passage f and communicating with said regulating chamber above the normal level Aof fuel therein.

21. A carburetor body providing a mixing chamber and a tubular inlet passage leading thereto in combination with a disk-shaped valve positioned in said passage and adapted when horizontal substantially to close said passage, said valve being provided with an aperture within its peripheryl ador-ding communication between its opposite faces, together with an atomizing device comprising a short length of tubing mounted on an inoline on the surface of said valve nearest to said mixing chamber and having its respective ends opening adjacent said surface and immediately above the said aperture, whereby air passing throughsaid aperture will entrain through said short length of tubin fuel accumulating on the surface of said va ve.

22. In combination a carburetor body providing a passage, an adjustable throttle valve dis osed in said passage andadaflted in one Fogli/i011 0f adjllimn substantie y to close said passage, said throttle valve being provided with an aperture extending therethrough and affording communication at all times between portions of the passage upon opposite sides thereof, together with a pipe mounted on said valve, said pipe having one end opening at the surface of said valve in a position to receive fuel accumulating thereon and the other end located immediately adjacent said aperture.

23. A carburetor having a mixing chambei', an air intake passage of reduced diameter as compared to said mixing chamber leading thereto, a throttle valve mounted to oscillate about a transverse axis in said passage, a tube constituting a continuation of -the passage and extending into said mixing chamber in spaced relation tothe walls thereof to form a liquid fuel well between the wall of said chamber and the exterior surface of said tube, and means to direct the main supply of liquid fuel to said well, said tubebeing provided with liquid fuel orifices leading from said well through the tube wall to the interior thereof, said fuel orifices being substantially opposite one another in an axial plane of said tube at substantially right angles to the axis of said throttle valve and substantially bisectin the valve, whereby air flow past said valve 1s directed to said fuel orifices.

24. In' a carburetor, a mixing chamber, an air passage of reduced diameter as compared to said chamber leading thereto, an interior wall forming a continuation of said passage and leading into said mixing l-chamber, a throttle valve for controllin said passage pivotally mounted on an axls disposed diametrically of the passage, a liquid fuel well around said wall, means for directing the main supply of fuel to said well, the wall between said valve and said chamber being formed with fuel orifices leading from said well into said passage, the orifices being disposed substantially opposite one another at opposite sides of the valve axis, and in a in axial planes of the passage intermediate said fuel-orifices.

25. In a carburetor provided with a mixing chamber and fuel supply connections, certain parts of said connections being adapted to maintain fuel at varying levels, and an interchangeable partition plate interposed in said fuel supply connections adjacent said parts and rovided with a series of substantially vertlcally disposed openings of predetermined size and position relative to the normal level of fuel standing in said connectionsbehind said partition plate.

26. A carburetor comprising two units, means disposed in one of said units for supplying fuel at a constant'level, means disposed-in the second unit for combining said fuel with air to form a combustible mixture, a fuel supply duct leading between said units, andan interchangeable partition plate secured between said units in said duct and provided with vertically spaced oricescontrolling fuel delivery through said duct and .disposed -above the normal level of fuel in said duct behind said partition plate.

27. In a carburetor having an air intake passage, a throttle valve disposed therein, said passa e forming a depression chamber behind sai valve, means to effect the accumulation of liquid fuel on said valve within said chamber when said' valve is closed, said valve being provided with a small aperture through which air is drawn into said depression chamber, an aspiratory tube mount- ELMER J. MANNING. 

